The Midland in Gloucestershire
Part 3
Ian Thomas
Before typing up Part Three of the Midland in Gloucestershire, I would like to correct a statement I made in Part Two concerning the circus trains on the Nailsworth branch. There were at least two occasions when the circus trains came to Dudbridge. It was not Billy Smart’s as I stated, but both Chipperfield’s and Bertram Mills’. The latter actually had an elephant aboard, would you believe? They unloaded said beast and took it to nearby Victoria Park at Cainscross back in 1951.
Now for the third installment. I will travel about four miles further south to Coaley Junction for a look at the DURSLEY BRANCHLINE. This was the first branch to open on the Bristol–Gloucester line and the last to lose its passenger service and, indeed, the goods trains. The line was opened in August 1856 by the DURSLEY & MIDLAND JUNCTION RAILWAY as a private endeavour to transport the goods and merchandise from the Cam Valley and Dursley industries to the wider world. It never prospered and was absorbed by the MIDLAND RAILWAY COMPANY in 1861. Passenger traffic commenced on September 18th, 1856 on what was the shortest passenger branch in the whole of Gloucestershire at just over two miles long, with one intermediate station at Cam.
Twelve years after its opening, the mighty engineering firm of R.A. Lister’s came to Dursley and gradually surrounded the little station with its buildings, but provided a lucrative source of income from the goods traffic. From ROBERT ASHTON LISTER and twenty men in 1867, the workforce grew to nearing 2,500 employees by the 1970s, plus their worldwide outlets employing many more. Just for the record, yours truly was a craft apprentice there from September 1971 to September 1975.
The passenger train service was affectionately known as the “DURSLEY DONKEY”, a title so well used around the country on other branch lines. The 1950s timetable showed eight trains in either direction on weekdays and nine on Saturdays. The train comprised just one Midland suburban coach during the week, but always two on a Saturday.
When the line opened, so short of money that it was, it bought the contractor’s locomotive for use, and this remained in situ until Midland days. They used the elegant Johnson half-cab 0-6-0T locomotives of the 1700 series, latterly renumbered with a 4 prefix under British Railways. That is from 1720 and 1748 to 41720 and 41748. 41727 also appeared, along with other Midland veterans such as 3F and 4F 0-6-0 tender locomotives. Even a real Midland veteran, 2F 0-6-0 No. 58206, appeared on occasions.
The line was absorbed by the LMS in 1923 and, from January 1948, became part of BRITISH RAILWAYS (London Midland Region), all based from Derby, including the WTTs of that time. In 1957 the regional boundaries were changed and finally the whole route was taken under Western Region command. The NE/SW main line came under the Eastern Region down to Tapton Junction (Chesterfield), London Midland to Barnt Green, and Western from there to Bristol and the west.
There were a number of summer excursion trains to Weston-super-Mare (Locking Road), Cardiff, and Barry (via the Severn Bridge). The local Sunday schools chartered a full train to Weston at the end of May, when the stock was available before the full summer timetable came into effect. It is hard to imagine a twelve-coach train on our branch in push-pull mode, with a 1F at one end and even a BLACK FIVE—yes, a Black Five!—as train engine on the other end. No. 44888 worked over the line around 1955 with a rake of carmine and cream (“blood and custard”) LMS stock.
The 1F tanks were withdrawn around 1957 and then Western power arrived in the shape of 16xx and 74xx 0-6-0PTs. A 0-4-2T was trialled but unsuccessful. Apparently they could not handle the heavy freight. BR Standards appeared around 1962 and indeed saw out the final months of the passenger service: Ivatt Class 2 2-6-0 tender engines Nos. 46526 and 46527.
Following that, the Standard 2-6-0 78xxx series took over until steam finished in December 1965. 78001, 78004, and 78006 were all common users. Diesels appeared in January 1966 in the shape of the Class 14 (centre-cab) 0-6-0 diesel hydraulics. D9500 regularly performed on the goods workings during 1966 before the Class 22s arrived in 1967.
Car ownership increased in the 1950s, passenger numbers dwindled, and the inevitable happened prior to the BEECHING report. The final passenger trains ran on Saturday, September 8th, 1962 (the BEECHING report came out on March 27th, 1963). The last train left Coaley for Dursley at 7:40 pm under a profusion of detonators and carrying a bunch of carrots on the smokebox (depicting the DURSLEY DONKEY). Ironically, when it arrived at Dursley there were around 200 punters aboard, and to get them back to Gloucester British Railways ran an additional train at around 8 pm that evening all the way to the county capital—how’s that for cooperation?
The same day saw the last “PINES EXPRESS” via the Somerset & Dorset pass Coaley, and the day before (Friday, September 7th) the last “CORNISHMAN” via the Honeybourne route, hauled by Castle No. 7001 “SIR JAMES MILNE”.
Charter trains visited over the years and this brought other types, including 3MT 2-6-2T No. 82036 on an RCTS tour in 1963 and 2MT No. 412008 on the SLS “COALEY-CAM-DURSLEY” branch centenary train of August 25th, 1956, exactly 100 years to the day. The BRANCH LINE SOCIETY tour of remaining lines in Gloucestershire brought a three-car DMU on Saturday, March 22nd, 1969.
The end came in July 1970 when a cement lorry damaged the low Quag Bridge in Cam, and BR closed the line there and then.
R.I.P. COALEY-CAM-DURSLEY, 1856–1970.
Now for the third installment. I will travel about four miles further south to Coaley Junction for a look at the DURSLEY BRANCHLINE. This was the first branch to open on the Bristol–Gloucester line and the last to lose its passenger service and, indeed, the goods trains. The line was opened in August 1856 by the DURSLEY & MIDLAND JUNCTION RAILWAY as a private endeavour to transport the goods and merchandise from the Cam Valley and Dursley industries to the wider world. It never prospered and was absorbed by the MIDLAND RAILWAY COMPANY in 1861. Passenger traffic commenced on September 18th, 1856 on what was the shortest passenger branch in the whole of Gloucestershire at just over two miles long, with one intermediate station at Cam.
Twelve years after its opening, the mighty engineering firm of R.A. Lister’s came to Dursley and gradually surrounded the little station with its buildings, but provided a lucrative source of income from the goods traffic. From ROBERT ASHTON LISTER and twenty men in 1867, the workforce grew to nearing 2,500 employees by the 1970s, plus their worldwide outlets employing many more. Just for the record, yours truly was a craft apprentice there from September 1971 to September 1975.
The passenger train service was affectionately known as the “DURSLEY DONKEY”, a title so well used around the country on other branch lines. The 1950s timetable showed eight trains in either direction on weekdays and nine on Saturdays. The train comprised just one Midland suburban coach during the week, but always two on a Saturday.
When the line opened, so short of money that it was, it bought the contractor’s locomotive for use, and this remained in situ until Midland days. They used the elegant Johnson half-cab 0-6-0T locomotives of the 1700 series, latterly renumbered with a 4 prefix under British Railways. That is from 1720 and 1748 to 41720 and 41748. 41727 also appeared, along with other Midland veterans such as 3F and 4F 0-6-0 tender locomotives. Even a real Midland veteran, 2F 0-6-0 No. 58206, appeared on occasions.
The line was absorbed by the LMS in 1923 and, from January 1948, became part of BRITISH RAILWAYS (London Midland Region), all based from Derby, including the WTTs of that time. In 1957 the regional boundaries were changed and finally the whole route was taken under Western Region command. The NE/SW main line came under the Eastern Region down to Tapton Junction (Chesterfield), London Midland to Barnt Green, and Western from there to Bristol and the west.
There were a number of summer excursion trains to Weston-super-Mare (Locking Road), Cardiff, and Barry (via the Severn Bridge). The local Sunday schools chartered a full train to Weston at the end of May, when the stock was available before the full summer timetable came into effect. It is hard to imagine a twelve-coach train on our branch in push-pull mode, with a 1F at one end and even a BLACK FIVE—yes, a Black Five!—as train engine on the other end. No. 44888 worked over the line around 1955 with a rake of carmine and cream (“blood and custard”) LMS stock.
The 1F tanks were withdrawn around 1957 and then Western power arrived in the shape of 16xx and 74xx 0-6-0PTs. A 0-4-2T was trialled but unsuccessful. Apparently they could not handle the heavy freight. BR Standards appeared around 1962 and indeed saw out the final months of the passenger service: Ivatt Class 2 2-6-0 tender engines Nos. 46526 and 46527.
Following that, the Standard 2-6-0 78xxx series took over until steam finished in December 1965. 78001, 78004, and 78006 were all common users. Diesels appeared in January 1966 in the shape of the Class 14 (centre-cab) 0-6-0 diesel hydraulics. D9500 regularly performed on the goods workings during 1966 before the Class 22s arrived in 1967.
Car ownership increased in the 1950s, passenger numbers dwindled, and the inevitable happened prior to the BEECHING report. The final passenger trains ran on Saturday, September 8th, 1962 (the BEECHING report came out on March 27th, 1963). The last train left Coaley for Dursley at 7:40 pm under a profusion of detonators and carrying a bunch of carrots on the smokebox (depicting the DURSLEY DONKEY). Ironically, when it arrived at Dursley there were around 200 punters aboard, and to get them back to Gloucester British Railways ran an additional train at around 8 pm that evening all the way to the county capital—how’s that for cooperation?
The same day saw the last “PINES EXPRESS” via the Somerset & Dorset pass Coaley, and the day before (Friday, September 7th) the last “CORNISHMAN” via the Honeybourne route, hauled by Castle No. 7001 “SIR JAMES MILNE”.
Charter trains visited over the years and this brought other types, including 3MT 2-6-2T No. 82036 on an RCTS tour in 1963 and 2MT No. 412008 on the SLS “COALEY-CAM-DURSLEY” branch centenary train of August 25th, 1956, exactly 100 years to the day. The BRANCH LINE SOCIETY tour of remaining lines in Gloucestershire brought a three-car DMU on Saturday, March 22nd, 1969.
The end came in July 1970 when a cement lorry damaged the low Quag Bridge in Cam, and BR closed the line there and then.
R.I.P. COALEY-CAM-DURSLEY, 1856–1970.
Please click any of the below photographs for an enlargement, caption and copyright info.
Many thanks indeed Ian, we can all appreciate the effort you have put into preparing these articles. A fascinating read.
175's down west
Mark Lynam
A few Class 175 photos from Longrock and Marazion today (07.03).
175010 now out of the shed and in the sidings at Longrock depot, just after 8.30. 07.03.2026, copyright Mark Lynam.
A closer shot at 9am, after waiting for the sun to reappear! 07.03.2026, copyright Mark Lynam.
175009 + 175002 at Marazion working 5Z21 0623 Plymouth to Plymouth via Penzance crew training run. 07.03.2026, copyright Mark Lynam.
Many thanks indeed Mark. The ex-TFW livery looks great in the sunshine.
New Crosscountry Livery
Martin Scane
I managed to snap the new Cross Country livery at Bristol Temple Meads as I was rushing to catch my train home this evening. I’m not sure about it but at least it’s a change. 07.03.2026, copyright Martin Scane.
Many thanks Martin.
Twin Peaks
Michael Forward
At Aller junction on a hot 28 July 1984, 45026 and 45119 are seen running light loco. Copyright Michael Forward.
Many thanks Michael, a lovely scene.
March 1976
Part 8 - Monmouth Railway Society Railtour
Roger Winnen
The railtour departs Mountain Ash for Hirwaun. 27.03.1976, copyright Roger Winnen.
A new bridge in place. 27.03.1976, copyright Roger Winnen.
Cardiff Central Station. 27.03.1976, copyright Roger Winnen.
Railtour at Cardiff Central with Cardiff Riverside in the background. 27.03.1976, copyright Roger Winnen.
The railtour at Bridgend Station in the bay platform for Aberthaw. 27.03.1976, copyright Roger Winnen.
Keith Jenkin walks the platform at Bridgend. 27.03.1976, copyright Roger Winnen.
The Railtour awaits departure from Bridgend. 27.03.1976, copyright Roger Winnen.
Eastleigh 59
Roger Geach
A little nearer to the West Country we find 59004 passing Eastleigh with empty PGA wagons returning to Merehead. I can recall when the PGA were new back in around 1973, they looked very smart behind the Westerns back then. One of the first air braked wagons for stone, back when it was mostly vacuum brake wagons in use. 13.10.1988, copyright Roger Geach.
Many thanks Roger - all clean and tidy then.
Flying Scotsman on the move
Steve Widdowson/Denise Johnson
Steve writes:
I am attaching a couple of pics taken by Denise Johnson (who is happy for you to use).
60103 Flying Scotsman being towed by 43467 & 43423 from Tyseley to Alton Midhants Rly, seen during a 2 min stop at Worcester Shrub Hill today (07.03).
I am attaching a couple of pics taken by Denise Johnson (who is happy for you to use).
60103 Flying Scotsman being towed by 43467 & 43423 from Tyseley to Alton Midhants Rly, seen during a 2 min stop at Worcester Shrub Hill today (07.03).
43467 and 43423 with 60103 Flying Scotsman at Worcester SH - 5Z43 0920 Tyseley Steam Trust to Alton. 07.03.2026, copyright Denise Johnson.
43467 and 43423 with 60103 Flying Scotsman at Worcester SH - 5Z43 0920 Tyseley Steam Trust to Alton. 07.03.2026, copyright Denise Johnson.
Many thanks Steve and Denise. The HST's see some interesting work now in their golden years!
More 'tractors'
Steve Clark
Some super oldies being dug out by CRS Members, keep them coming chaps!!
Following on from the shots of Mainline Blue 37s, what is better then 1 Mainline Blue 37 than 2 Mainline Blue 37s!! On one of my many trips away Up North from Dorset, a Pair of 37s on one of the Enterprise trips off Donny Belmont was not to be missed. I was photographing at Barnetby during the morning so missed the outward 6D51 to Hull but here we see 37798 and 37203 return to Yorkshire from Humberside with the 6D54 Hull Hedon Road to Doncaster Belmont passing Hatfield and Stainforth with the then still operational Hatfield Colliery as a backdrop. Copyright Steve Clark.
A couple more Split Boxes on the Western Region, albeit further East!!
37019 stabled at Didcot. Copyright Steve Clark.
37350/D6700 and 37215 stabled at Reading. These would run L/E to Theale to work the empty Tanks back to Robeston Refinery near Milford Haven. Copyright Steve Clark.
Many thanks Steve, a nice selection.